Clamshell Structural Reinforcement

ABSTRACT

A structural reinforcement, utilized to reinforce a structural joint of a vehicle, and method of reinforcing a structural joint of a vehicle. The structural reinforcement having a clamshell structure comprising two complimentary halves. The structural reinforcement further comprising an activatable composition.

FIELD

The present teachings pertain to a structural reinforcement, and moreparticularly to a structural reinforcement for the joint of a vehiclebody frame.

BACKGROUND

The use of structural reinforcements in transportation vehicles forimproving frame and body strength, mitigating vibration, and dampingnoise is generally known. Vehicle joints are subject to flexion andtorsion from torques generated during the life of the vehicle, such asvibrations resulting from road conditions, collisions, loads exerted onthe body frame, and the operation of mechanical systems in the vehicle,namely internal combustion engines.

Structural reinforcements typically conform to specified dimensions suchthat the desired profile of the vehicle is not interfered with.Furthermore, a structural reinforcement engineered to conform to arestrictive dimensional approach must provide similar or improved frameand body strength, vibration mitigation, noise damping, or a combinationthereof. In addition, demands on the performance of structuralreinforcements may require structural reinforcements to include certainintricate structural features such as ribs.

It would be attractive to have a structural reinforcement that can beconstructed with a small profile while maintaining desirable torsionalrigidity, vibration mitigation, noise damping, or a combination thereof.It would be attractive to have structural reinforcement that imparts animproved torsional rigidity on the vehicle body frame joint. It would beattractive to have a structural reinforcement that can feasibly bemanufactured with intricate structural features. It would be attractiveto have a structural reinforcement that is simple to manufacture whilemaintaining desirable torsional rigidity, vibration mitigation, noisedamping, or a combination thereof.

SUMMARY

The teachings herein are directed to a reinforcement for a vehiclecomprising: a frame half; an opposing half, and one or more ribs formedon the interior of both the frame half and the opposing half. The framehalf and the opposing half form a complimentary fit with one another andare fastened together by a carrier adhesive disposed in the interface ofthe frame half and the opposing half. A vehicle adhesive may bedispensed on at least the external face of the reinforcement.

The reinforcement may be located at a structural joint of the body frameof the vehicle. The structural joint of the body frame of the vehiclemay include a pocket. The dimensions of the pocket may be defined by thespace created at the joint of two intersecting body frame components anda third body frame component connected to both of the two intersectingbody frame components. The structural joint of the body frame may belocated adjacent the cargo bay of the vehicle. The reinforcement may belocated at a location of the body frame that is susceptible to torqueingforces such as that exerted by a closure or collision with anothervehicle. The reinforcement may further comprise a flange circumscribinga periphery of the frame half, the opposing half, or both. Thereinforcement may further comprise a mechanical attachment; wherein themechanical attachment mechanically affixes the frame half and theopposing half together. The carrier adhesive may circumscribe aperiphery of the reinforcement. The carrier adhesive may be dispensed atdiscrete locations along a periphery of the reinforcement; wherein thediscrete locations make contact with the body frame when thereinforcement is installed. The vehicle adhesive may cover the wholesurface area of the reinforcement. The carrier adhesive, the vehicleadhesive, or both may comprise an activatable composition.

The activatable composition may include an epoxy. The activatablecomposition may include a blowing agent. The activatable composition maybe cured by elevated temperatures.

The one or more ribs of the frame half and the one or more ribs of theopposing half may share a corresponding orientation. A gap may existbetween the one or more ribs of the frame half and the one or more ribsof the opposing half. The one or more ribs of the frame half and the oneor more ribs of the opposing half may be in contact with one another.The carrier adhesive may be dispensed between the one or more ribs ofthe frame half and the one or more ribs of the opposing half. The one ormore ribs of the frame half, the one or more ribs of the opposing half,or both may include a rib flange.

The teachings herein are further directed to a method of reinforcing astructural joint of a vehicle comprising molding a frame half; moldingan opposing half; applying a carrier adhesive to the frame half, theopposing half, or both; and fitting the frame half and the opposing halftogether to form a reinforcement. A vehicle adhesive may be applied onone or more of the frame half and the opposing half. The method mayfurther comprise curing the vehicle adhesive, the carrier adhesive, orboth. The method may include affixing the reinforcement to a structuraljoint.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other aspects, features, and advantages of certainexemplary embodiments of the present invention will be more apparentfrom the following description taken in conjunction with theaccompanying drawings in which:

FIG. 1 illustrates a rear perspective view of a vehicle.

FIG. 2A illustrates a segmented perspective view of a body frame.

FIG. 2B illustrates a segmented perspective view of a body frame.

FIG. 3 illustrates a segmented perspective view of a body frame.

FIG. 4A illustrates a bisected view of a clamshell reinforcement alongline I-I.

FIG. 4B illustrates a bisected view of a clamshell reinforcement alongline II-II.

FIG. 5A illustrates a perspective view of an opposing half of aclamshell reinforcement.

FIG. 5B illustrates a perspective view of a frame half of a clamshellreinforcement.

FIG. 6A illustrates a segmented perspective view of a body frame with aframe half of a clamshell reinforcement installed.

FIG. 6B illustrates a segmented perspective view of a body from with anopposing half of a clamshell reinforcement installed.

FIG. 7 illustrates a bisected view of a body frame and clamshellreinforcement along line II-II.

Persons skilled in the art will appreciate that elements in the figuresare illustrated for simplicity and clarity and may have not been drawnto scale. For example, the dimensions of some of the elements in thefigure may be exaggerated relative to other elements to help to improveunderstanding of various exemplary embodiments of the presentdisclosure. Throughout the drawings, it should be noted that likereference numbers are used to depict the same or similar elements,features, and structures.

DETAILED DESCRIPTION

The present teachings meet one or more of the above needs by theimproved devices and methods described herein. The explanations andillustrations presented herein are intended to acquaint others skilledin the art with the teachings, its principles, and its practicalapplication. Those skilled in the art may adapt and apply the teachingsin its numerous forms, as may be best suited to the requirements of aparticular use. Accordingly, the specific embodiments of the presentteachings as set forth are not intended as being exhaustive or limitingof the teachings. The scope of the teachings should, therefore, bedetermined not with reference to the above description, but shouldinstead be determined with reference to the appended claims, along withthe full scope of equivalents to which such claims are entitled. Thedisclosures of all articles and references, including patentapplications and publications, are incorporated by reference for allpurposes. Other combinations are also possible as will be gleaned fromthe following claims, which are also hereby incorporated by referenceinto this written description.

This application claims the benefit of the filing date of U.S.Provisional Application Ser. No. 62/720,812, filed Aug. 21, 2018, thecontents of that application being incorporated by reference herein forall purposes.

The teachings herein are directed to structural reinforcements forvehicle cavities. The vehicles referenced herein may include automotive,recreational, or aerospace vehicles. The vehicle may specifically be anautomotive vehicle. The vehicle may be classified as a sport utilityvehicle (SUV). The vehicle may include a body frame and a liftgate.

The body frame may function to define the profile of the vehicle,provide structure to the vehicle, and support fixtures. For example, thefixtures may include a liftgate, door, hood, body panel, engine, and thelike. The body frame may be comprised of individual body framecomponents. The body frame components may include a D-pillar, upperheader, lower header, side member, Bracket, or a combination thereof.The body frame may be constructed from sheet metal. The sheet metal maycomprise stainless steel, aluminium, magnesium, or a combinationthereof. The body frame may define sub-structures such as a side dooropening, a cargo bay opening, a sunroof opening, an engine bay opening,or the like.

The liftgate may function as a closure for the cargo bay, selectivelyclosing to secure the cargo bay or opening to access the cargo bay. Asreferred to herein, a “closure” is a component of a vehicle having ahinged interface with the vehicle for selective opening and closing. Forexample, in addition to the liftgate, the closure may include a sidedoor, hood, or the like. The liftgate may rotate about the D-pillar,upper header, lower header, side member, or a combination thereof. Theliftgate may include a single hatch, two hatches, or three hatches. Forexample, if the liftgate includes two hatches, the first hatch may berotatably connected to the side member located on the left side of thevehicle and the second hatch may be rotatably connected to the sidemember located on the right side of the vehicle. Furthermore, if theliftgate includes three hatches, the first hatch may be rotatablyconnected to the side member located on the left side of the vehicle,the second hatch may be rotatably connected to the side member locatedon the right side of the vehicle, and the third hatch may be rotatablyconnected to the upper header of the vehicle. The liftgate, as do othersuch vehicle closures as identified herein, may exert forces (i.e.,torque) on the body frame component the closure is attached to as wellas adjacent body frame components.

The D-pillar may function to support a load exerted by the upper header.The D-pillar may be located above a side member, substantiallyperpendicular to the upper header, and adjacent the rear window. Forcesexerted on the D-pillar may be transferred to components adjacent theD-pillar such as the upper header or the side member.

The upper header may function to support a load exerted by the liftgate.The upper header may extend transverse from the right side of thevehicle to the left side of the vehicle. The upper header may connectthe D-pillar located on the right side of the vehicle to the D-pillarlocated on the left side of the vehicle. The upper header may be incontact with the roof of the vehicle.

The lower header may function to support a load exerted on the vehicleframe, a load exerted by the liftgate, or a combination thereof. Thelower header may extend transverse from the right side of the vehicle tothe left side of the vehicle. The lower header may connect the sidemember located on the right side of the vehicle to the side memberlocated on the left side of the vehicle. The lower header may beconnected to the floor of the body frame.

The side member may function to connect the D-pillar to the lowerheader. The side member may intersect with the lower header at an angle.The angle may be no more than 135 degrees and no less than 45 degrees.Preferably, the angle is no more than 115 degrees and no less than 65degrees. More preferably, the angle is no more than 110 degrees and noless than 85 degrees. The side member may support the weight of aliftgate. For example, the liftgate may form a rotatable connection tothe side member located on the right side of the vehicle, the sidemember located on the left side of the vehicle, or a combinationthereof. The side member may be biased into a state of flexion by theliftgate, a load exerted on the hood of the vehicle, the load of thebody frame located above the side member, or a combination thereof.Flexion may be induced by vibrations generated by road travel.

The structural joint may function as the structural intersection of twoor more body frame components. Preferably, the structural joint may beformed by the intersection of the side member and the lower header. Thestructural joint may be a structural weak point, subject to forcesexerted on the body frame. The structural joint may be the fulcrum uponwhich the intersecting two or more body structures torque. Morespecifically, the structural joint may be the fulcrum about which theside member exhibits flexion, the fulcrum about which the lower headerexhibits flexion, or a combination thereof. The structural joint may besusceptible to bending upon collision with another vehicle.

The structural reinforcement may function to provide torsional rigidity,vibration mitigation, noise damping, or a combination thereof. Thestructural reinforcement may be located at the interface of twostructures that are susceptible to forces such as torsion. The term“structural reinforcement” as used herein may refer to a bracket, asingle component reinforcement, a single component reinforcement withremoved material, a clamshell reinforcement, or a combination thereof. Asingle component reinforcement may refer to a reinforcement that isformed as a single, integrally formed piece. The single componentreinforcement with material removed may refer to a reinforcement thathas material removed from the proximal surface of the reinforcement suchthat ribs may be formed within its structure. In addition, materialremoval may reduce the overall weight of the reinforcement. Thestructural reinforcement may be configured to fit, substantiallyform-fit (e.g., with a gap of no more than 3 mm at any given pointbetween the clamshell reinforcement and the surrounding structure of thepocket), within the pocket. The structural reinforcement may be formedby injection molding, extrusion, pultrusion, or some combinationthereof.

The bracket may function to brace one or more body frame components,preventing forces such as torque from inducing a state of flexion on theone or more body frame components. The bracket may provide structuralsupport at the interface of the side member with the lower header. Thebracket may be constructed of sheet metal. The bracket may comprisesteel, aluminium, or magnesium. The bracket may be fastened to both theside member and the lower header. The angle of the bracket may be nomore than 135 degrees and no less than 45 degrees. Preferably, the angleis no more than 115 degrees and no less than 65 degrees. Morepreferably, the angle is no more than 110 degrees and no less than 85degrees.

The pocket may function to accept the structural reinforcement. Thepocket may be a void in the construction of the vehicle defined by aspace. The pocket may be defined by the space between two or more of thebody frame components. Specifically, the pocket may be defined by thespace created at the joint of two intersecting body frame components anda third body frame component connected to both of the two intersectingbody frame components. More specifically, the pocket may be defined bythe space in between the side member, the lower header, and the bracket.

The clamshell reinforcement may function to provide torsional rigidity,vibration mitigation, noise damping, or a combination thereof. Theclamshell reinforcement may be configured in a two-piece construction.The two pieces of the clamshell reinforcement may exhibit acomplimentary fit. As used herein, “complimentary” refers to componentsthat are configured to mate with one another as evident by asubstantially similar profile or opposing features of the componentsthat align with each other. The clamshell reinforcement may includecarrier halves, carrier adhesive, vehicle adhesive, a flange, amechanical attachment, or a combination thereof. The design of theclamshell reinforcement as two complimentary pieces may enable feasiblemanufacturing of a structural reinforcement with ribs located on theinterior of the structural reinforcement. For example, it may bedifficult to obtain a ribbed internal structure by constructing a singlecomponent reinforcement structure using traditional molding methods(e.g., bladder molding, compression molding, autoclave and vacuum bag,mandrel wrapping, wet layup, chopper gun, filament winding, pultrusion,or resin transfer molding).

The clamshell carrier halves may function create a complimentary fitupon assembly. The carrier halves may include the frame half and theopposing half. The carrier halves may be installed on the vehicle beforethe complimentary halves are assembled or after the complimentary halvesare assembled. Preferably, the carrier halves are first installed on thebody frame after the carrier halves come together to a complimentaryfit. The frame half may be installed on a side member and the opposinghalf may be installed on a bracket; then the bracket may be installedover the structural joint created by the side member and a lower header.As a result the frame half and the carrier half form a complimentary fitupon installation of the bracket over the structural joint. The framehalf may be installed on the side member first, then the opposing halfmay be installed on the frame half, then the bracket may be installedover the opposing half. The frame half and the opposing half may beassembled; then the assembled clamshell reinforcement may be installedin the structural joint. The carrier halves may be constructed from anysuitable polymer or fiber reinforced polymer. The carrier halves may beconstructed from fiberglass, glass filled nylon, or a combinationthereof. The carrier halves may have a thickness of no less than 1 mmand no more than 10 mm. More preferably, the carrier halves may have athickness of no less than 2 mm and no more than 7 mm. Even morepreferably, the carrier halves may have a thickness of no less than 3 mmand no more than 5 mm. The carrier halves may include one or more of acarrier adhesive and vehicle adhesive.

The frame half may function to be accepted by the side member. The framehalf may include one or more of an external face, longitudinal faces,and latitudinal faces. The external face may be oriented toward the sidemember. The external face may form a substantially complimentary fitwith the side member. The longitudinal faces may be oriented such thatthe first longitudinal face is oriented toward the lower header and thesecond longitudinal face is oriented parallel to and on the distal endof the clamshell reinforcement from the first longitudinal face. Thelatitudinal faces may be oriented such that they are substantiallyperpendicular to and extending between the longitudinal faces. The framehalf may include sub-structures such as flanges, ribs, negative valleys,mechanical attachments, rib flanges, gaps, or any combination thereof.

The opposing half may function to be accepted by the bracket. Theopposing half may include one or more of an external face, longitudinalfaces, and latitudinal faces. The external face may be oriented towardthe Bracket. The external face may form a substantially complimentaryfit with the Bracket. The longitudinal faces may be oriented such thatthe first longitudinal face is oriented toward the lower header and thesecond longitudinal face is oriented parallel to and on the distal endof the clamshell reinforcement from the first longitudinal face. Thelatitudinal faces may be oriented such that they are substantiallyperpendicular to and extending between the longitudinal faces. The framehalf may include sub-structures such as flanges, ribs, negative valleys,mechanical attachments, rib flanges, gaps or any combination thereof.

The flange may function as the contact interface between the frame halfand the opposing half. The flange may circumscribe the periphery of theframe half, the opposing half, or both; wherein the periphery is theedge of the frame half, the opposing half, or both that is protrudedtoward the other complimentary half and makes contact with the othercomplimentary piece. The flange may provide a surface upon which thecarrier adhesive is dispensed. The flange may include a mechanicalattachment. The flange of the frame half and the flange of the opposinghalf may be configured to exhibit a complimentary fit. A carrieradhesive may be applied to the flange prior to fitting the frame halfand the opposing half together.

The mechanical attachment may function to affix the frame half and theopposing half together. The mechanical attachment may include anattachment means which enable secure mechanical attachment upon biasingthe frame half against the opposing half or biasing the opposing halfagainst the frame half. The mechanical attachment may include clasps,push pins, snaps, or a combination thereof. The mechanical attachmentmay be utilized to affix the frame half and the opposing half, inconjunction with the carrier adhesive.

The ribs may function to provide the carrier halves structural support.The ribs may inhibit the bending or torsion of the carrier halves. Theribs may be structures molded into the carrier halves. The ribs may bestructures depressed into the carrier halves. The ribs may include twosets of ribs that run in directions perpendicular to each other. Theribs may run longitudinal, latitudinal, or both. The ribs may run acrossthe entire longitudinal distance or only a portion of the entirelongitudinal distance of the carrier halves. The ribs may run across theentire latitudinal distance or only a portion of the entire latitudinaldistance of the carrier halves. The ribs may extend, perpendicularly, auniform distance from the surface of the carrier halves or a variabledistance. Formation of the ribs results in negative valleys between theribs. The ribs of the frame half and the ribs of the carrier half mayhave a gap between them or the ribs may be free of a gap. If the ribsare free of a gap, the ribs may include rib flanges.

The rib flanges may function to provide a contact surface between theribs. The rib flanges of the frame half may substantially line up withthe rib flanges of the opposing half. The rib flanges of the frame halfmay form a direct interfacial contact with the rib flanges of theopposing half. The rib flanges of the frame half and the rib flanges ofthe opposing half may have a layer of carrier adhesive dispensed betweenthem. If so, the layer of carrier adhesive is dispensed on the ribflanges prior to fitting the frame half and the opposing half together.Preferably, the carrier adhesive is applied to the rib flanges duringthe same step as it is applied to the flange.

The carrier adhesive may function to adhere the frame half to theopposing half. The carrier adhesive may be dispensed along the perimeterof the frame half, the opposing half, or a combination thereof. Thecarrier adhesive may be dispensed along the entire perimeter of theclamshell reinforcement or in discrete segments. The carrier adhesivemay exhibit foaming characteristics upon exposure to a stimulus or befree of foaming characteristics. Preferably, the carrier adhesive isfree of foaming characteristics. The carrier adhesive may extend fromthe exterior of the clamshell reinforcement to the interior of theclamshell reinforcement. The carrier adhesive may comprise an epoxyresin composition. The carrier adhesive may include one or moreadditives.

The vehicle adhesive may function to adhere the carrier halves to thebody frame. The vehicle adhesive may be dispensed on the carrier halves,specifically the external face, the longitudinal face, the latitudinalface, or a combination thereof. The vehicle adhesive may be dispensed onthe entirety of the external face, the longitudinal face, thelatitudinal face or in discrete segments of the external face, thelongitudinal face, the latitudinal face. The vehicle adhesive mayexhibit foaming characteristics or be free of foaming characteristics.The vehicle adhesive and the carrier adhesive may have the same chemicalcomposition or may vary in chemical composition.

The carrier adhesive, the vehicle adhesive, or both may comprise anactivatable composition. Specifically, the carrier adhesive, the vehicleadhesive, or both may comprise an epoxy resin composition. The carrieradhesive may include one or more additives. As referred to herein,“activatable composition” denotes a chemical composition that is curableand/or foamable (e.g., hardened) upon application of stimuli. Theactivatable composition may be cured by the application of heat,pressure, radiation, or the addition of a chemical. Preferably, theactivatable composition may be cured by heat. More specifically, theactivatable composition may be cured by the heat generated by a bakingstep following an e-coat process.

The epoxy resin composition of the carrier adhesive, the vehicleadhesive, or both may comprise any conventional dimeric, oligomeric, orpolymeric epoxy material containing at least one epoxy functional group(e.g., reactive oxirane rings polymerizable by a ring opening reaction).The term “epoxy resin” may refer to one epoxy resin or a combination ofepoxy resins. The epoxy resin may increase the adhesion, flowproperties, or both of the adhesive. The epoxy resin may be hardened dueto the presence of reactive oxirane rings in the epoxy resin. Forexample, upon heating, the oxirane rings may react with a curing agentresulting in crosslinking and consequently hardening of the epoxy resin.The strength of the epoxy resin is attributed to the degree ofcross-linking. The epoxy resin may be di-functional, tri-functional,multi-functional, or a combination thereof. Preferably, the epoxy resinis di-functional. The epoxy resin may be aliphatic, cycloaliphatic,aromatic, or a combination thereof. More specifically, the epoxy resinmay be selected from the group consisting of bisphenol-A epoxy resins(e.g., diglycidyl ethers of bisphenol-A), bisphenol-F epoxy resins(e.g., diglycidyl ethers of bisphenol-F), novolac epoxy resins (e.g.,epoxy phenol novolacs (EPN) and epoxy cresol novolacs (ECN)), aliphaticepoxy resins (e.g., glycidyl epoxy resins and cycloaliphatic epoxides),glycidylamine epoxy resins (e.g., triglycidyl-p-aminophenol andN,N,N,N-tetraglycidyl-4,4-methylenebis benzylamine) or a combinationthereof. The epoxy resin may be supplied as a solid (e.g., pellets,chunks, pieces), as a liquid, or a combination thereof. The term “solid”when used in combination with “epoxy resin” refers to an epoxy resinthat is solid at a temperature of 23° C. The term “liquid” when used incombination with “epoxy resin” refers to an epoxy resin that is liquidat a temperature of 23° C. The carrier adhesive, the vehicle adhesive,or both may comprise the epoxy resin in the amount of no less than about2% by weight, more preferably no less than 15% by weight, and morepreferably no less than 25% by weight epoxy resin. The carrier adhesive,the vehicle adhesive, or both may comprise no more than about 70% byweight, more preferably no more than 55% by weight, and more preferablyno more than 45% by weight epoxy resin.

The carrier adhesive, vehicle adhesive, or both may include one or moreadditives which may function to modify the physical properties ofadhesive. The additives may include a curing agent, a curing agentaccelerator, a blowing agent, a blowing agent accelerator, a reinforcingfiller, a reinforcing fiber, a toughening agent, a flexibilizer or acombination thereof. The additives may be dispersed within the epoxyresin prior to applying the adhesive to the structural reinforcement.

The curing agent may function to cure the epoxy thereby achievingcrosslinking (hardening) of the epoxy. The term “curing agent” may referto one or a combination of curing agents. The curing agent may beactivated by exposure to other substances or by exposure to a conditionsuch as radiation, moisture, pressure, heat, or the like. Preferably,the curing agent may be activated by heat. The curing agent may bedi-functional, tri-functional, or multi-functional. The curing agent maybe aliphatic or aromatic. Preferably, the curing agent may be selectedfrom aliphatic or aromatic amines or their respective adducts,amidoamines, polyamides, cycloaliphatic amines, anhydrides,polycarboxylic polyesters, isocyanates, phenol-based resins (e.g.,phenol or cresol novolac resins, copolymers such as those of phenolterpene, polyvinyl phenol, or bisphenol-A formaldehyde copolymers,bishydroxyphenyl alkanes or the like), dihydrazides, sulfonamides,diamino diphenyl sulfone, anhydrides, mercaptans, imidazoles, ureas,tertiary amines, boron trifluoride complexes, or a combination thereof.Preferably, the curing agent is selected from modified and unmodifiedpolyamines or polyamides such as triethylenetetramine,diethylenetriamine, tetraethylenepentamine, cyanoguanidine,dicyandiamides and the like. Examples of suitable curing agents arecommercially available, under the tradename Dyhard®, from AlzChem GroupAG. Further examples of suitable curing agents are commerciallyavailable, under the tradename Amicure®, from Air Products andChemicals, Inc. The carrier adhesive, the vehicle adhesive, or both maycomprise the curing agent in the amount of about 0.001% to about 9.0% byweight, more preferably, about 0.1% to about 6.0% by weight, or evenmore preferably, about 2.0% by weight to about 6.0% by weight.

The curing accelerator may function to increase the cure rate of theepoxy resin. The curing accelerator may include modified or unmodifiedurea. The term “curing accelerator” may refer to one or a combination ofcuring accelerators. Specifically, the curing accelerator may includemethylene bis(phenyl dimethyl urea), imidazole, blocked amines or acombination thereof. Examples of suitable curing accelerators includethose sold under the tradename Omicure® (e.g., U52), commerciallyavailable from Emerald Performance Materials. The carrier adhesive, thevehicle adhesive, or both may comprise the curing accelerator in theamount of about 0.001% to about 9.0% by weight, more preferably, about0.1% to about 6.0% by weight, or even more preferably, about 2.0% byweight to about 6.0% by weight.

The blowing agent may function to produce a cellular structure withinthe epoxy resin. The term “blowing agent” may refer to one or acombination of blowing agents. The blowing agent may produce a cellularstructure by producing an inert gas upon activation and expanding thesurrounding epoxy resin (e.g., chemical blowing agent). Alternatively,the blowing agent may produce a cellular structure by the expansion ofpolymeric shells (e.g., physical blowing agent). The blowing agent mayproduce an open or closed cellular structure. The composition of theblowing agent may depend upon the type of cellular structure desired.For example, the composition of the blowing agent may have an effect onthe cellular structure, the amount of expansion, and the rate ofexpansion. The blowing agent may include a chemical blowing agent, aphysical blowing agent, or a combination thereof. The carrier adhesive,the vehicle adhesive, or both may comprise the blowing agent in theamount of about 0.001% to about 2.0% by weight.

Chemical blowing agents may include compounds comprising one or morenitrogen containing groups such as amides, amines, and the like.Examples of suitable chemical blowing agents may includedinitrosopentamethylenetetramine, azodicarbonamide,dinitroso-pentamethylenetetramine,4,4′oxy-bis-(benzene-sulphonylhydrazide), trihydrazinotriazine and N,N′-dimethyl-N, N′-dinitroso-terephthalamide.

Physical blowing agents may include solvent filled polymeric shells thatsoften and expand upon exposure to heat. Examples of suitable physicalblowing agents may include physical blowing agents sold under thetradename Expancel®, commercially available from Akzo Nobel.

The blowing accelerator may function to increase the rate of expansionof the adhesive. The term “blowing accelerator” may refer to one or acombination of blowing accelerators. The blowing accelerator mayincrease the rate at which the blowing agents form inert gasses. Theblowing accelerator may comprise a metal salt such as zinc oxide.Alternatively, the blowing accelerator may comprise an organic base suchas urea. Alternatively, the blowing accelerator may comprise an organicacid such as adipic acid or benzoic acid. Alternatively, zinc benzenesulfonate may be used. The carrier adhesive, the vehicle adhesive, orboth may comprise the blowing accelerator in the amount of about 0.001%to about 2.0% by weight.

The toughening agent may function to distribute energy within thereinforcement. The term “toughening agent” may refer to one or acombination of toughening agents. The toughening agent may include amixture of various toughening agents. The toughening agent maycontribute to an increased T-Peel strength. The toughening agent maycomprise thermoplastics, thermosets or thermosettables, elastomers,combinations thereof or the like. Preferably, the toughening agentcomprises an elastomer (including elastomer containing materials), acore/shell polymer (which may include but are not limited toelastomers), or a combination thereof.

For the purpose of specification, the term “core/shell impact modifier”refers to an impact modifier wherein a substantial portion (e.g.,greater than 30%, 50%, or 70% by weight or more) thereof is comprised ofa first polymeric material (e.g., the first material or the corematerial) that is substantially entirely encapsulated by a secondpolymeric material (e.g., the second material or the shell material).The first and second polymeric materials, as used herein, can becomprised of one, two, three or more polymers that are combined and/orreacted together (e.g., sequentially polymerized) or may be part ofseparate or the same core/shell systems.

The flexibilizer may function to provide, to the adhesive, the propertyof flexibility without breaking. The term “flexibilizer” may refer toone or a combination of flexibilizers. The flexibilizer may comprisepolymers without epoxy reactivity. The term “flexibilizer” refers to asingle flexibilizer or to a combination of different flexibilizers.Flexibilizers may be present in the carrier adhesive, the vehicleadhesive, or both in the amount of at least about 2% by weight, morepreferably at least about 3% by weight, and even more preferably atleast about 5% by weight. Flexibilizers may be present in the carrieradhesive, the vehicle adhesive, or both in the amount of no more thanabout 50% by weight, more preferably no more than about 35% by weight,and even more preferably no more than about 20% by weight. Suitableflexibilizers may include polyvinyl esters, polyvinyl butyral resins,amine-modified polymers (e.g., amine-terminated polyethers),epoxy-modified polymers (e.g., epoxidized polysulfides, epoxy-dimer acidelastomers, polyurethane-modified epoxy, epoxy-terminated polyethers),cashew nutshell liquid derivatives (e.g., epoxidized liquidscommercially available under the tradename Cardolite®, such as NC-514and Lite 2513HP), or a combination thereof. Amine-modified polymers,epoxy modified polymers, or both may include polymers that arethermoplastics, thermosets, elastomers, or a combination thereof. Thepolymers may be modified with aromatic, non-aromatic epoxy, bisphenol-Ftype epoxy, bisphenol-A type epoxy, or a combination thereof.

FIG. 1 illustrates a rear perspective view of a vehicle 2. The vehicle 2includes a body frame 4. The body frame 4 includes a D-pillar 6, a sidemember 10, an upper header 8A, and a lower header 8B. The intersectionof the side member 10 and the lower header 8B forms the structural joint22. The vehicle 2 further includes a liftgate 14, which is rotatablyconnected to the upper header 8A such that upon opening the liftgate 14rotates up and away from the lower header 8B.

FIG. 2A illustrates a segmented perspective view of a body frame 4. Thebody frame 4 includes the side member 10 and the lower header 8B, whichintersect to form the structural joint 22. Between the side member 10and the lower header 8B runs the bracket 12.

FIG. 2B illustrates a segmented perspective view of a body frame 4. Thebody frame 4 includes the side member 10 and the lower header 8B, whichintersect to form the structural joint 22. Between the side member 10and the lower header 8B runs the bracket 12. A side portion of thebracket 12 is removed, exposing the pocket 26, which is a space definedby the boundary of the side member 10, the lower header 8B, and thebracket 12.

FIG. 3 illustrates a segmented perspective view of a body frame 4. Thebody frame 4 includes the side member 10 and the lower header 8B, whichintersect to form the structural joint 22. Between the side member 10and the lower header 8B runs the bracket 12. A side portion of thebracket 12 is removed, exposing the pocket 26, which is a space definedby the boundary of the side member 10, the lower header 8B, and thebracket 12. Fitting within the space of the pocket 26 is the clamshellreinforcement 24.

FIG. 4A illustrates a bisected view of a clamshell reinforcement 24along line I-I. The clamshell reinforcement 24 includes a frame half 32Aand an opposing half 32B. The frame half 32A and opposing half 32Bincludes ribs 44A, an external face 39A, a longitudinal face 39B, and alatitudinal face 39C. The external face 39A, the longitudinal face 39B,and the latitudinal face 39C of the frame half 32A and the opposing half32B includes a vehicle adhesive 36. A carrier adhesive 34 is disposed inthe interface of the frame half 32A and the opposing half 32B. Theclamshell reinforcement further includes a gap 26 between the ribs 44Aof the frame half 32A and the opposing half 32B.

FIG. 4B illustrates a bisected view of a clamshell reinforcement 24along line II-II. The clamshell reinforcement 24 includes a frame half32A and an opposing half 32B. The frame half 32A and opposing half 32Bincludes ribs 44A. The ribs 44A include rib flanges 48. Between the ribflanges 48 is dispensed a carrier adhesive 34 thereby eliminating thegap (not shown) between the ribs 44A of the frame half 32A and theopposing half 32B.

FIG. 5A illustrates a perspective view of an opposing half 32B of aclamshell reinforcement 24. The opposing half 32B includes two sets ofribs 44A, which extend perpendicular to each other. Ribs 44A in parallelto each other are substantially equidistant from each other.

FIG. 5B illustrates a perspective view of a frame half 32A of aclamshell reinforcement 24. The frame half 32A includes two sets of ribs44A, which extend perpendicular to each other. Ribs 44A in parallel toeach other are substantially equidistant from each other.

FIG. 6A illustrates a segmented perspective view of a body frame 4 witha frame half 32A of a clamshell reinforcement 24 installed. The bodyframe 4 includes a side member 10 and a lower header 8B. The externalface 39A of the frame half 32A is oriented toward the side member 10such that the vehicle adhesive 36, disposed between the external face39A and the side member 10, contacts the side member 10. Furthermore,the longitudinal face 39B of the frame half 32A is oriented toward thelower header 8B such that the vehicle adhesive 36 disposed between thelongitudinal face 39B and the lower header 8B contacts the lower header8B.

FIG. 6B illustrates a segmented perspective view of a body frame 4 withan opposing half 32B of a clamshell reinforcement 24 installed. The bodyframe 4 includes a bracket 12 and a lower header 8B. The external face39A of the opposing half 32B is oriented toward the bracket 12 such thatthe vehicle adhesive 36, disposed between the external face 39A and thebracket 12, contacts the bracket 12. Furthermore, the longitudinal face39B of the opposing half 32B is oriented toward the lower header 8B suchthat the vehicle adhesive 36 disposed between the longitudinal face 39Band the lower header 8B contacts the lower header 8B.

FIG. 7 illustrates a bisected view of a body frame 4 and clamshellreinforcement 24 along line II-II. The vehicle adhesive 36 fills thespace between the side member 10, the bracket 12, and the lower header8B. The carrier adhesive 34 dispensed between the frame half 32A and theopposing half 32B runs through the layer of vehicle adhesive 36 and sitsflush against the side member 10.

Table 1 below illustrates the performance of structural reinforcementsas described herein having different configurations. Torsional rigiditywas measured in units of kN/rad. “Improvement to structural joint”refers to the torsional rigidity improvement over the bare structuraljoint. “Improvement over Bracket” refers to the torsional rigidityimprovement imparted by the bracket subtracted from the torsionalrigidity improvement imparted by the various structural reinforcementconfigurations.

TABLE 1 Structural Reinforcement Improvement to ImprovementConfiguration structural joint over Bracket Bracket +8.6% — Bracket +Single Component +10.2% +1.6% Bracket + Single Component, +9.2% +0.6%Removed Material Bracket + Clamshell Reinforcement +10.0% +1.4%

As used herein, unless otherwise stated, the teachings envision that anysubstrate of a genus (list) may be excluded from the genus; and/or anysubstrate of a Markush grouping may be excluded from the grouping.

Unless otherwise stated, any numerical values recited herein include allvalues from the lower value to the upper value in increments of one unitprovided that there is a separation of at least 2 units between anylower value and any higher value. As an example, if it is stated thatthe amount of a component, a property, or a value of a process variablesuch as, for example, temperature, pressure, time and the like is, forexample, from 1 to 90, preferably from 20 to 80, more preferably from 30to 70, it is intended that intermediate range values such as (forexample, 15 to 85, 22 to 68, 43 to 51, 30 to 32 etc.) are within theteachings of this specification. Likewise, individual intermediatevalues are also within the present teachings. For values which are lessthan one, one unit is considered to be 0.0001, 0.001, 0.01, or 0.1 asappropriate. These are only examples of what is specifically intendedand all possible combinations of numerical values between the lowestvalue and the highest value enumerated are to be considered to beexpressly stated in this application in a similar manner. As can beseen, the teaching of amounts expressed as “parts by weight” herein alsocontemplates the same ranges expressed in terms of percent by weight.Thus, an expression in the of a range in terms of “at least ‘x’ parts byweight of the resulting composition” also contemplates a teaching ofranges of same recited amount of “x” in percent by weight of theresulting composition.”

Unless otherwise stated, all ranges include both endpoints and allnumbers between the endpoints. The use of “about” or “approximately” inconnection with a range applies to both ends of the range. Thus, “about20 to 30” is intended to cover “about 20 to about 30”, inclusive of atleast the specified endpoints.

The disclosures of all articles and references, including patentapplications and publications, are incorporated by reference for ailpurposes. The term “consisting essentially of to describe a combinationshall include the elements, ingredients, components or steps identified,and such other elements ingredients, components or steps that do notmaterially affect the basic and novel characteristics of thecombination. The use of the terms “comprising” or “including” todescribe combinations of elements, ingredients, components or stepsherein also contemplates embodiments that consist of, or consistessentially of the elements, ingredients, components or steps.

Plural elements, ingredients, components or steps can be provided by asingle integrated element, ingredient, component or step. Alternatively,a single integrated element, ingredient, component or step might bedivided into separate plural elements, ingredients, components or steps.The disclosure of “a” or “one” to describe an element, ingredient,component or step is not intended to foreclose additional elements,ingredients, components or steps.

It is understood that the above description is intended to beillustrative and not restrictive. Many embodiments as well as manyapplications besides the examples provided will be apparent to those ofskill in the art upon reading the above description. The scope of theinvention should, therefore, be determined not with reference to theabove description, but should instead be determined with reference tothe appended claims, along with the full scope of equivalents to whichsuch claims are entitled. The disclosures of all articles andreferences, including patent applications and publications, areincorporated by reference for all purposes. The omission in thefollowing claims of any aspect of subject matter that is disclosedherein is not a disclaimer of such subject matter, nor should it beregarded that the inventors did not consider such subject matter to bepart of the disclosed inventive subject matter.

1. A reinforcement for a vehicle comprising: a. a frame half, b. anopposing half, and c. one or more ribs formed on the interior of boththe frame half and the opposing half; wherein the frame half and theopposing half form a complimentary fit with one another and are fastenedtogether by a carrier adhesive disposed in the interface of the framehalf and the opposing half; and wherein a vehicle adhesive is dispensedon at least the external face of the reinforcement.
 2. The reinforcementof claim 1, wherein the reinforcement is located at a structural jointof the body frame of the vehicle.
 3. The reinforcement of claim 2,wherein the structural joint of the body frame of the vehicle includes apocket; wherein the dimensions of the pocket may be defined by the spacecreated at the joint of two intersecting body frame components and athird body frame component connected to both of the two intersectingbody frame components.
 4. The reinforcement of claim 2, wherein thestructural joint of the body frame is located adjacent the cargo bay ofthe vehicle.
 5. The reinforcement of claim 1, wherein the reinforcementis located at a location of the body frame that is susceptible totorquing forces such as that exerted by a closure or collision withanother vehicle.
 6. The reinforcement of claim 1, wherein thereinforcement further comprises a flange circumscribing a periphery ofthe frame half, the opposing half, or both.
 7. The reinforcement ofclaim 2, wherein the reinforcement further comprises a mechanicalattachment; wherein the mechanical attachment mechanically affixes theframe half and the opposing half together.
 8. The reinforcement of claim6, wherein the carrier adhesive circumscribes a periphery of thereinforcement.
 9. The reinforcement of claim 1, wherein the carrieradhesive is dispensed at discrete locations along a periphery of thereinforcement; wherein the discrete locations make contact with the bodyframe when the reinforcement is installed.
 10. The reinforcement ofclaim 1, wherein the vehicle adhesive covers the whole surface area ofthe reinforcement.
 11. The reinforcement of claim 1, wherein the carrieradhesive, the vehicle adhesive, or both comprises an activatablecomposition.
 12. The reinforcement of claim 11, wherein the activatablecomposition includes an epoxy.
 13. The reinforcement of claim 11,wherein the activatable composition includes a blowing agent.
 14. Thereinforcement of claim 13, wherein the activatable composition is curedby elevated temperatures.
 15. The reinforcement of claim 1, wherein theone or more ribs of the frame half and the one or more ribs of theopposing half share a corresponding orientation.
 16. The reinforcementof claim 15, wherein a gap exists between the one or more ribs of theframe half and the one or more ribs of the opposing half.
 17. Thereinforcement of claim 15, wherein the one or more ribs of the framehalf and the one or more ribs of the opposing half are in contact withone another.
 18. The reinforcement of claim 1, wherein the carrieradhesive is dispensed between the one or more ribs of the frame half andthe one or more ribs of the opposing half.
 19. The reinforcement ofclaim 1, wherein the one or more ribs of the frame half, the one or moreribs of the opposing half, or both include a rib flange.
 20. A method ofreinforcing a structural joint of a vehicle with the reinforcement ofclaim 1 comprising: d. molding the frame half; e. molding the opposinghalf; f. applying the carrier adhesive to the frame half, the opposinghalf, or both; and g. fitting the frame half and the opposing halftogether to form the reinforcement of claim 1; wherein on the frame halfand the opposing half, the vehicle adhesive is applied. 21-22.(canceled)